US2886312A - Vehicle construction - Google Patents

Description

May 12, 1959 G. AFFREIERMUTH 'V A21,886,312

VEHICLE CONSTRUCTION Filed Aug. 12, 1957 N `lNvENToR. E. Y GEORGE A. FREKnuu MORA/EY United States Patent @l VEHICLE CONSTRUCTION George Albert Freiermuth, Hastings, Minn. vApplication August 1957, Serial No. 677,662

Claims. "(Cl. 267-20) This invention relates to vehicle construction and particularly to an improvement in the spring mounting of wheels of vehicles. The invention has particular application in respect to the front end construction of automotive type vehicles and in that case the wheels are usually made steerable, but the invention may also be used for suspending the rear wheels o f automotive and other vehicles and in which event the wheels are not usually made steerable.

It is an object of the invention to provide an improved wheel suspension for a Vehicle, and more particularly to provide improvements whereby the wheels may be mounted on the vehicle for movement relative thereto and well cushioned by springs. It is an object of the invention to provide an improved wheel spring mounting wherein the springs are protected by the construction of the frame of the vehicle. It is a further object of the invention to provide an improved wheel mounting and spring suspension allowing the use of coil springs. It is a further object of the inventionto provide an improved form of wheel suspension for Vehicles utilizing springs of different compressibility and rates of compression.

It is another object of thev invention to provide an improved wheel suspension wherein the springs and shock absorbers may be protected within the framing of the Vehicle.

Other and further objects are those inherent in the invention herein illustrated, described and claimed and will be apparent as the description proceeds.

To the accomplishment of the foregoing and related ends, this invention then comprises the features hereinafter fully described and particularly pointed out in the claims, the following description setting forth in detail certain illustrative embodiments of the invention, these being indicative, however, of but a few of the various ways in which the principles of the invention may be employed.

The invention is illustrated with reference to the drawings wherein Figure l is a fragmentary front elevational -view of a principal form of the present invention. Figure 2 is a fragmentary front elevational view partly broken away of another form of the invention.

Figure 1 illustrates generally a portion of a vehicle frame and 11 and 12 are cross frame members arranged one above the other. These frame members may be either at the front or the rear of the vehicle. The cross frame member 12 has an upwardly extending portion which joins with portion 11 to constitute a cross frame assembly v 2,886,312 Patented May 12, 1,959

the pivots 14 and 15 which are preferably bolts set in a tubular bearing within the frame, extends lengthwise of the Vehicle frame and extends in the direction .of movement of the vehicle when it is moving along in a straight path. Upon the pivot 14 are placed a pair of arms 16A-16B as shown'in Figure 1. These arms are of identical shape and the rear arm 16B is pivoted on the rear end of pivot bolt 14 and the front arm 16A is pivoted on the front end of` bolt 14. The portion of the arms 16A and 16B which are to the right of pivot 14 in Figure l, are fastened together by a'web` 18 and hence arms 16A and 16B `operate as a unit and are pivoted at 14 for movement as shown by arrows 17A and 17B.

Plate 18 has a downwardly extending flange 19 thereon forming a ycircular rest in which the upper end of coil spring 20 is seated and held.` The plate 18 is essentially a web which extends from the front arm 16A to the rear arm 16B and hence fastens the two together. The two arms Vare hence a single unit tied together by the web 18, which also, due to the locating ange 19, serves vto form a .seat or pocket into which the upper end of the spring 20 is adapted to be received. A similar web 21 having a circular flange 22 on it isrecessed intoA the'upper surface of the box frame portion 12, and the lower end of the spring 20 is adapted to be received in such recess. The normal action of the spring 20 is to push the web 18, and hence the right hand end of the arms 16A-16B in an upward direction. The opposite ends of the arms 16A- 16B (left of the pivot, in Figure l) are not connected together and they may be slipped onto the frame for assembly with bo1t 14. The left ends of arms 16A and '16Bv are provided ywith a through pivot 23 upon which is pivotally fastened the upper end of a mounting plate 24, the lower portion of theplate beingprovided with another through pivot 25. To the pivot 25 there is attached a pair of arms 26A,-26B, which are fastened together by a web plate 27. The two arms 26A-26B opcrate as a unit and constitute the stabilizing arms whereas arms 16A-16B are the load carrying arms. The web plate 27 merely serves to lhold the two arms together and the right ends of these arms extend along the front and back surfaces of the frame members 12 so as neatly to embrace the cross frame member. A bolt 15 is of course provided with a suitable bearing in framemember 12. The right end of the arms 26-26A, are pivoted to the cross frame member 12 by means of the through pivot bolt 15.

From this construction it will be evident that when the mounting device 24 for the wheel 28, moves in an upward direction as indicated by the arrow 29, the arms 16A-16B and the arms 26A-26B will be rotated in a clockwise direction so as to push the right hand end of the` arm 16 downwardly in the direction of arrows 17A. This tends to compress the spring 20 and hence the spring 20 establishes the position of the arm 16, depending upon the load of the vehicle, and upon the instantaneous loads applied to the wheel 28 as it is moving over roughness in the roadway. The mounting plate 24 serves to support a wheel spindle shaft, not'illustrated, upon which the wheel 28 is mounted for rotation. In the event that the wheel 28 is intended fora steering wheel, the spindle shaft is mounted by means of a spindle bearing along the axis 29 as is well known, and when the wheel 28 is intended not to steer, the spindle shaft, not illustrated, is connected directly to the member 24. The axis of the wheel is, in either case along line 30. At the right end of the arms- 16A-16B there is another pivot 32, which is located between the position of pivot 14, and the seat 19 for spring 20, the pivot 32 being simply a pivot pin extending entirely through the two arms 16A-16B. Upon this pin there is connected the upper end of a shock absorber 33, the lower end of which is pivoted at 34 upon 'loa iis. entirely 'carried by the coil spring 20.

V According to this invention, the position, of `the coil springiswelllwitliin the width of the .vehic1e'frame, which extendsgenerallyfrom-the side' lineS through/the `dimensionil/fW' to the center lineqCL and therefore the spring y '20 ,rd""the shock absorber 33v are protected. 'If 'desired Ishields, not shown, maybe fastened against the front andbaclcfaces of crossl frame membersj11 and .12 so as 'tovfford'further protection' fo'rthel spring and shock ab- 'sro'rbermechanism, kSuch additional shields are, ofcourse, "shapeldto permiftheactive` member 16A-16B to work therethrough. i jOnjthe underside ofthe-upper cross frame member "the'retisprovideda lbumper 36o'f rubber or otherre'silient jmaterial. This is'so located as to be in the'path of moveimenteoff'theiweb 18'When the arms16A-16B move `upwardly inthe direction kof *arrows 17B. 'The bumper 36 limits theliupward movement during rebound.

-lReferring'to Figure V2, 'the construction of the cross Y'fratrie members' L11-and 12 is generally the same'and are of1 box construction. However inY Vthis instance the upper jpivot'bearing14is replaced by a pivot bearing 54A and the lower' pivotbearing 7'-15 is 'replaced by pivot bearing 55. The-fupperiarmecanbein the'form of twolarm portions-"56,A-and-`56B vwhich arerconnected together by an 4integral'welzt156C. ''l`heweb-56C does'not extend entirely Pfrom end to iend =and` hence^ the rtwo arm portions 56A and 56B `formbifurcated ends-which Vembrace the front -andfrear`surfaces of vthefframe memberf at the 4right end atfpivot54. -Pivoti54 passes lthrough'an aperture in each of the tbiliurcated'ends which arel accordingly pivoted itoftheframe. Similarly the opposite'end ofthe arm left, ;as--shown:in"Figure .-2,` is provided'with va pivot at' 63 to which` is attached the mounting Iplate I24 upon'whchfthe wheel :spindle is mounted.

Similarly the =1ower y arm generally designated `66 is composed-oa frontfportionfGA-and a rear-portion 66B Iwhich'1are'fastened-together as aunitfby a web 66C and the latter is provided-withfa-circular ilange66D thereon, .which=serves Aasia location-'for the bottoml of a spring 67. =Tl1e1right end-"off the armY 66lis` llilcewisebifur'cated and is attached V'by-pivot bolt 55 -to the cross vframe-12 of the vehicle. At-the opposite-endyof'the-arm66--there is pro- -vide'd af-pivotf64which` isf pivotally-attached to the` lower portionroflfthe mounting'plate24. YA'rm166` is a load carryingzannand arm `56 isi-a1stabilizing4arm.

.Intermediate the pivots 54 and-55 there isfprovided another "pivotL'ZO/upon which-a loadvtransfer rocker arm Agenerally designated 71fis -pivotedat 70. Arm 71 is composed of front Vand rear portions 71A `and v71B. These portions. 71A and 71B of the rocker armare parallel toxthe frontand.rearfaces'of-thebox` frame member 12 offtheJframeand -embrace that portion of the frame. The;`right -end of: the.farm171A `and 71Bareffastened togetherrbyan integralicross web 72 whichy likewise is providedLwith a.ange'.72A of;v circular shape and-extending downwardly. Flange 172A forms a seat for receiving Iand locating .the uppenendrof the coil spring 473. -In this in'stalncezthe .coil springz'73 s extends down into a Welll 74 thatais bui-itintathecross vframe'member 12,'so as toprovide .a greater depth `of .spring inthe verticaly direction.

:.Ingorder ,to;allow2for assembly of the apparatus the left iendsxofzthe two armlmembers 71A- and 71B arenot attachedftogether until afterithey havefbeen slipped onto theframe12and1the pivotjwis-.placed Then at the left endio the;arms-7.1-A and llBthere is inserted. al connecting ange 75i'ifvhi`ch;y atfeach end,'ifront,anclrear,l is-pro- Yided..with ears76-.7 6 .that iarefbolted Aorf'otherwise attachedpto the inner;facesz:ot,the;arms 71Afand 71B thereby firmly attachingntheweb f7.5 ,to A.both-;ot`.f.these .arms atithe left. The entire assembly then operates as one unit. The web 75, is`likewise provided with a downwardly extending flange of circular shape,'into which the upper end of the spring 67 is adapted to be received and located.

Between the two arms 71A and 71B there extends pivot bolts 78 and 79 which receive the upper ends of the shock absorber units 80 and 81 respectively. The lower end of the shock absorber units 80.is pivotally connected by the pivot bolt 82 which extends throughthe two sections of the arm 66 and the lower en'd of the shock absorber 81 is pivotally connected at83 to a, perch'84 on the cross frame member 12. According to the construction shown in Figure 2,`the wheel spindle (not shown) upon which the wheel 28 is mounted is attached along the axis 30 to the mounting plate 24 and if the wheel is not to be steerable, the spindle shaft is solidly attached to the plate 24. However, if the wheel 28 is to be steerable the spindle shaft is pivoted upon the mounting plate 24 so aslto'fbe steerable about axis 29, as' mentioned withrefervenceto'Figure l. Of course inrespect to each of the constructions shownin Figures l and 2 where the wheelis made steer'able, the spindle shattis arrangedwith proper bracketing and connections so that its position may be determined by a suitable steering mechanism.

Infthe form shown in Figure 2 the springs 67 yand 73 maybe proportionedso that they accept load at different rates and the shock absorbers 80 and 81 -are so correlated with respect tothe springs that the rate of absorption of energy by the shock Iabsorbers 80 and V81 is dilerent. Thus the spring 67 maybe a light spring so-that during movement of the wheelover ordinary or'slight undula- -tions,fthe-rocker arm 71 will not be appreciably moved, and in such instance the springs 67 will do most of the 'springing of the vehicle. VI-Ioweven'when heavier loads are encountered-and the terrain is rougher, the arm 71 will be moved, thus compressing the springs 73. In order that the spring 67 may be provided with a limit of motion I prefer to insert -a tubular support 85 within vthe spring 67. This tubular'support 85 is preferably fastenedffto the web'7'5 and the tube extends down to a certain distance above web 66C. Then within tube 85 there is provided a'length 'ofresilientmaterial such -as rubber 86 to provide a resilient stop which limits the Vcompression of spring 85. Accordingly when the vehicle is loaded so that bumper 85-'86 strikes web 66C, the spring -73 is then I compressed and forms y'substantially the -resilient support of the vehicle.

-As many widely apparently different embodiments of thisfinventionmay bemade without departing'from'the spirit and scope thereof, it is to be understoodthat I do not-.limit myself to the specificl embodiments herein.

What I claim is:

l. A vehicle wheel spring suspension comprising upper, middle and lower pivots on the vehicle frame said pivots being generally parallel and extending generally `in the direction of movement of the vehicle, afload carrying arm pivotally connected to therlower pivot and extending outwardly Abeyond the side of the vehicle frame and in a directiongenerally transverse the direction ofmotion'of the vehicle frame,a `stabilizing arm pivotally.v connected tothe upper pivot andV extending outwardly vin respect toathe Ywidth of the vehicle frame and generally trans versely'thef'direction of-movement of the vehicle and in a positiongenerally `above the-load carrying arm,V said load carrying arm yand stabilizing arm being Yprovided attheir outer ends with pivots, a Wheel carrying bracket plate-,pivotally connectedto the pivots at the outerfends of said-arms, .a loadtransfer. arm havingits centralportion1pivotedonfthe middle pivot` and. extending generally transversely the'direction'of movement of the vehicle froma position outside the widththe yvehicle frame-'tela position'within the widthof said frame, saidload trans# spring mounted upon the load carrying .arm `and extending to and against the outwardly extending portion of the load transfer arm, and another compression spring mounted between the frame and that portion of the load transfer arm which is within the width of the vehicle frame.

2. The apparatus of claim 1 further characterized in that a shock absorber is pvotally connected between the load transfer arm and the load carrying arm.

3. The apparatus of claim 1 further characterized Iin that a shock absorber is connected between the vehicle frarne and said load transfer arm.

4. The apparatus of claim 1 further characterized in that a movement limiting resilient bumper is provided between the load carrying arm and the load transfer arm and connected to one of said arms for limiting the movement 15 of the said arms toward each other.

References Cited in the le of this patent UNITED STATES PATENTS 1,681,885 Raab Aug. 21, 1928 2,260,634 Mullner Oct. 28, 1941 2,347,948 Hassett May 2, 1944 2,512,057 Fowler June 20, 1950 2,559,239 Watson July 3, 1951 2,657,070 Kallner Oct. 27, 1953 FOREIGN PATENTS 481,921 Italy June 17, 1953

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